End wall structure for railway cars



April 7, 1925.

W. P. MURPHY END WALL STRUCTURE FOR RAILWAY CARS Filed Deo. 3o, 1922 er1-2 uzjly4 ifornuy) il@ W 2 Patented Apr. 7, 1925.

WALTER P. '.LVI'UlRlJ-IY,l .OF CHICAGO, ILLINOIS, ASSIGNOR TONION METAL PRODfrU-CIS4 COMPANY, OFCHICAGQ ILLINOIS; A GORPDRATLON"OTEDELAWARE END A"WALL STRUCTURE FOR ',RAILA'YCAR'S.

Application filed DecemberV 30, 41922. Serial No.1 609,868.3y

T o v"whom -z't may concern:

Be lit knownv that I, VALTER P. MUPPHY, residing atChicago, county of Cook, State of Illinois, and being a citizen "ofthe United.'

States, have invented certain new and useful Improvementsin End-Fall Structures for Railway Cars, ofw'hich the following is a full. clear, andexact description, such as' it appertaifns to make and --to use the same,

reference being had to the accompanying drawings, which. illustrate the preferred form of the invention, though it' is to be- My invention has-for its' objectto provide' a metal Vcarconstruction of novel character which is unusuallystrongnfor its weight and durable throughout, which may be conveniently andfA economically manufactured.

and transported, is weatherproof and which possesses certain other desirable and advantageoiis features -to be hereinafter ldescribed and claimed.

rlfhe ends of rai-lwaycars are subject to considerable stress due tothe shifting-of the These blowsmay' be imparted to' the endiover the entire areathereof. or to.

lading.

local or-concentrated areas. Corn is loaded to substantially the top of the car .which causes `the blow tobe imparted overv the entire. area of the end. Lumber 1s loadedV to thetop and upon impact the top boards' I shift causing awblow -to be imparted .atthe top ofthe'end. Sand, chats and other plastic load-sand light pipe cause blows at the middle of the car` `whereas-rails,-steel plates. castings andthe like cause blows at the bottom of the car. From the above it vuil] be apparent that a railway car end must be very strong throughout its entire arca.

,Vhile. of course, eiforts are made to block the lading in the car, the heavy locomotives, the emergency air brake and the classiiication hump, break the lading away from its moorings and throw it against the end of the car.

A rigid end to a car, and particularly a large box car, materially strengthens the entire superstructure to resist the torsional will/enable others skilled Zin the art lto'which a-nd'.' weaving i' movements" whichl not' only rackirthe car to pieces; butcau'se leaky roofs and inoperative and leaky doors with their consequent damage claims; As itlcosts as in uclr toI itranspzort a ton of freight ycarfas it ldoes a :ton of'ladingit is imperativmthat the weight of the car mustbe kept a'sflow as possible, therefore, the end must ybe very light as well `asstrong.y As freightl-carsfare frequently vdan'iagedl Yin wrecks and :byfY other unfair usage, any end may be. damagedin service, therefore, it# must be capable of being easily repairedl with suchr meagre facilities as the railroadsare equipped with at their outlying 'repair `poi-nts.

Corrugated steel ends;are now extensively used wherein the' corrugations f *terminate within the `edge ofthe sheet Lwhich- :requires considerable stretching of the metal to vhform such corrugations. Thev `plates must bel heated and placed under'powerful hydraulic presses. and as there arel -veryjfeiwl presses in the United States large enough to dothis work, theeldvfor producing-suchends is limited. Furthermore, such endsilmust betrimmed tov a'rectangular Vshapeafter pressing before theyzcanube applied to afca'r, thus ycausing a i wastemf material.l (The process of manufacturing such a-plate is described in Sis-son 'Pat-ent No;r 1,271,234: of

July 2, 19.18.?) i

In 'Murphy Patent-s No. 1,186,493 ofdune G. 1916, and No. 1,236544of August "14;, 1917,

. it was proposed to ruse a corrugated wall plate in which the corrugations extended to the Iodgeof Athe lsheet and 'aresecui-'ed to the car by angles h avingwone yflange fcorrugatedv or yserrated vwhich-fit into andf-are secured to the corrugationsof the wall plate, thus"producing a weatherproof construction attire corner of the car. These corrugatedvv anglesiv require heat-ing and pressing which. is expensive; furthermore, it is diilicultfto obtain a llit between ythe corrugations of, the angles which vare vhot; pressed, and the corrugations of the wall plate, which arecold rolled, because the heated steel is subject to variable contraction in cooling while the cold steel is subject to variable stretching when run through the fiuted rolls. Contraction and stretching are dependent upon the carbon content of the steel and other chemical properties.

One of the objects is to obtain an end wall wherein the end, as well as the attaching members, may be formed cold, thus reducing cost of' manufacture considerably and expediting delivery, and making it 'practif l arrive at the railroad shop or place of assembly. p

-Another object is to obtain an en d for a car which can be economically Aassembled in' theeld or bench and carried `tothe car asy v l -in Fig. 5, connecting anglesrmay be used to secure the attaching plate tothe metallic an integral unit.

I have shown and describedlrny improvement with the corrugations positionedhorizontally but they may be positioned vertically or obliquely. Furthermore, the wall may be made of one or a plurality of platesv connected along horizontal, vertical or obg lique lines. Furthermore, the construction may be applied to the side or end wall of a box, gondola, or any other type of railway car, or the cross sectional contour of the corrugations may be of any desired contour.

In the drawings:

Fig. 1 shows the end elevation ofa box car with my invention applied thereto.

Fig. 2 is a section drawn along the line 2 2 of Fig. 1.

Fig. 3 is a section drawn along the line 3 3 of Fig. 1. f Fig. 4 is a cross section on a horizontal plane through the corner post of the car.

Fig. 5 is a perspective view of the seru I rated plate.

Fig. 6 isa perspective view of the serrated attaching plate having integral flanges. Fig. 7 is a fragmentary elevation of the side of the corner post.

Fig. 8 is a cross section along line 8-8 ofv Fier. 7. 1

Numeral 1 shows a plate having corruga-I tions or strengthening formations formed therein extending from one edge of the plate to the other; 2 shows theend sill angle; l3

' the end plate flange; 4: the center sills; 5 the striking casting; 6 the end land side sill connection gusset; 7 the end lining; 8 the floor;

f 9 the corner post; 10 the side sheathing and 11 the inside side lining, all of which arev the usualparts of a car of this nature.

side wall or corner post of the car by bolts 13 and other convenient means, which attaching plate has the forward edge serrated or cut to conform to the contour of the corrugations of the reinforced plate, as shown in Fig. 5. These vattaching plates may be merely slit and the alternater portions between the slits bent over to form attaching flanges, which fianges are riveted to the me tallic panel. vThis construction is shown in Fig. 6. Angles may be riveted to the portions between the-llanges for connecting it to the metallic panel, which is also shown in Fig@ by dotted lines.

If the flat serrated plate is used, as shown panel.

-' What I claim is:

1. In a metallic wall for railway cars comprising a flat attachingv member serrated at one edge having the portions betweenthe vsei-'rations bent to" form connecting flanges, a

metal panel vhaving corrugations formed therein-extending to opposite edges of said panel, the ber fitting into said corrugations, and said flanges secured to said panel. g

prising a flat attaching member serrated at serrations of saidattaching niem- 2. In a metallic wall for railway cars coinone edge having the 'portions between the serrations bent to form connecting afnges la metal .panelhaving corrugations` formed therein extending to opposite edges of said panel,the serrations of said attaching memberl fitting into .said corrugations, said fiangessecured to said panel, and additional means connecting said serrations to said panel. f

3. In a metallic wall for railway cars coinprising a metallic panel having'corrugations formed therein extending to the opposite edges of said panel, a flat attaching member having serrations at one edge fit-ting into said corrugations, and separate means securing theserrations to the panel.

WALTER PQ MURPHY. 

